CN114802717B - Airplane electric actuator energy management system based on flight control information and control method - Google Patents

Abstract

The invention relates to an aircraft electric actuator energy management system and control method based on flight control information. The system includes a two-way energy control unit and an energy storage element. The two-way energy control unit includes a control and monitoring module that interacts with aircraft flight control and navigation system information , a bidirectional DC-DC converter and an energy storage element capacity management device BMS, the method includes a bus voltage prediction model of a control and monitoring module based on aircraft flight control, navigation system information and bus state information connected to an electric actuator, using scrolling Optimize calculation and feedback correction to predict the impact effect, control the bidirectional energy flow between the energy storage element and the bus bar; it has the advantages of simple structure, small system weight, good energy management effect and robustness, strong anti-interference ability, and always efficient work, etc. The unified management of the energy flow relationship between the electric actuator and the power supply network in the same power supply network can timely suppress the impact of the energy consumption change of the electric actuator on the power supply network when the aircraft maneuvers or the load is switched repeatedly.

Description

Aircraft electric actuator energy management system and control method based on flight control information

Technical Field

The present invention belongs to the field of aviation electromechanical flight control energy integration technology, and in particular relates to an aircraft electric actuator energy management system and a control method based on flight control information.

Background Art

The new generation of more-electric aircraft installs electric actuators on multiple control surfaces such as elevators and ailerons for flight actuation. When the electric actuator is working, it absorbs energy from the power supply network in reverse load and feeds energy back to the power supply network in forward load. Energy feedback will cause a sudden increase in the voltage of the power supply network, causing a voltage drop shock to the power supply network at the moment of startup. At the same time, when the working voltage of the electric actuator is slightly disturbed, it will draw current from the power supply network, causing instability in the power supply system. In order to solve the problem of electric actuators impacting the power supply network, a dissipative solution is adopted: a power resistor is added inside the motor driver of the electric actuator to consume the braking energy, but the energy utilization rate is low and the thermal load of the system is increased. It is not suitable for high-speed or stealth aircraft with prominent thermal contradictions.

Adopting energy storage solution: adding energy storage system at the load end for local energy storage. The method of local energy storage at the electric actuator end can suppress the impact caused by the energy consumption change of the target electric actuator, but this method has limited ability to suppress energy impact in the entire power supply network; adding energy storage system to the main bus for unified energy storage. Centralized energy storage can use a single energy storage structure to simultaneously suppress the impact of multiple electric actuators on the power supply network. However, in the existing method of adding energy storage system to the main bus for unified energy storage, the generation of control signals depends entirely on the current voltage state of the main bus. Energy management can only be performed after the impact occurs. The system response is slow and the robustness is poor.

Summary of the invention

The present invention aims to solve at least one of the above-mentioned technical problems to a certain extent. To this end, the present invention proposes an aircraft electric actuator energy management system and a control method based on flight control information.

The technical solution of the present invention is:

An aircraft electric actuator energy management system based on flight control information, comprising a bidirectional energy control unit and an energy storage element, wherein the bidirectional energy control unit comprises a control and monitoring module and a bidirectional DC-DC converter;

The control and monitoring module is used to collect information from the aircraft flight control, navigation system and bus status information connected to the electric actuator, predict the bus voltage at the next moment based on the above collected information, and generate a control signal with the bus voltage stabilization as the goal;

The bidirectional DC-DC converter interacts with the control and monitoring module and is used to control the bidirectional energy flow between the energy storage element and the bus bar.

The above-mentioned aircraft electric actuator energy management system based on flight control information, preferably, the control and monitoring module is provided with a bus voltage prediction model, the bus voltage prediction model includes an electric actuator energy feedback model, the electric actuator energy feedback model is used to solve the bus voltage prediction value at the next moment, the control and monitoring module is used to set the voltage limit, and generates a control signal based on the comparison between the bus voltage prediction value at the next moment and the set voltage limit.

目标舵面下一时刻的角度控制指令α_i(t+Δt)和第i个电作动器所在舵面的下一Δt时刻的气动力矩，所述电作动器连接的汇流条状态信息包括当前汇流条电压值U_dc(t)，所述电作动器用能馈能模型为：Preferably, the aircraft flight control and navigation system information includes the current aircraft altitude h(t), speed v(t), attitude angle θ(t), heading angle

The angle control instruction α _i (t+Δt) of the target control surface at the next moment and the aerodynamic torque of the control surface where the i-th electric actuator is located at the next moment Δt, the busbar state information connected to the electric actuator includes the current busbar voltage value U _dc (t), and the energy feedback model of the electric actuator is:

In the above formula, x _i (t+Δt) represents the position command input of the i-th electric actuator at the next time Δt, and l is the length of the arm for converting linear motion into angular motion;

In the above formula, E _i (t+Δt) represents the energy used or fed back by the i-th electric actuator within the next Δt moment, and F _i (t+Δt) is the aerodynamic force calculated by the aerodynamic torque of the control surface where the i-th electric actuator is located at the next Δt moment;

In the above formula, _Pi (t+Δt) represents the power of the i-th electric actuator at the next Δt moment;

为n个电作动器下一Δt时刻的用能或馈能功率总和，R为电路等效电阻；In the above formula, ΔU(t+Δt) represents the voltage fluctuation of the busbar.

is the total energy consumption or energy feeding power of n electric actuators at the next moment Δt, and R is the equivalent resistance of the circuit;

In the above formula, U _dc '(t+Δt) represents the predicted value of the busbar voltage at the next time Δt.

Preferably, the control and monitoring module is used to set a reference trajectory, which is:

In the above formula, U _dc ^* (t+j) represents the expected output value of the bus voltage in the future p moments, α=exp(-T/t), T is the sampling period, t is the time constant of the reference trajectory, U _dc (t) represents the output voltage value of the aircraft electric actuator energy management system based on the flight control information obtained under the control signal S(t), and U _dc ^* is the reference trajectory voltage setting value.

Preferably, the control and monitoring module is used to correct the rolling optimization calculation online through the feedback of the reference trajectory and the busbar voltage prediction model, and output the minimum solution of the optimization objective function of the rolling optimization calculation;

上式中

表示基于飞控信息的飞机电作动器能量管理系统的输出电压值U_dc(t)与汇流条电压预测模型的汇流条电压预测值

之间的误差，

表示汇流条电压预测模型在汇流条未来p个时刻内的电压预测值；The formula for online correction is:

In the above formula

The output voltage value U _dc (t) of the aircraft electric actuator energy management system based on flight control information and the bus voltage prediction value of the bus voltage prediction model are shown in Fig.

The error between

represents the voltage prediction value of the busbar voltage prediction model within p future moments of the busbar;

The optimization objective function of the rolling optimization calculation is:

上式中p表示j预测域内存在p个采样点，

表示汇流条在未来p个时刻内的电压期望输出值U_dc ^*(t+j)与经过在线较正的汇流条电压值

之间的误差，w_e表示电压误差所占权重，

表示储能元件充放电电流基准值I^*(t+j)与储能元件充放电电流预测值

之间的误差，w_m表示电流误差所占权重。

In the above formula, p means that there are p sampling points in the j prediction domain.

It represents the expected output value of the bus voltage U _dc ^* (t+j) in the future p moments and the bus voltage value after online correction

The error between , w _e represents the weight of voltage error,

Indicates the energy storage element charge and discharge current reference value I ^* (t+j) and the energy storage element charge and discharge current prediction value

The error between , w _m represents the weight of the current error.

Preferably, the bus voltage prediction model includes an energy storage system model and a power supply network model, the energy storage system model is used to calculate the discharge power P _S of the energy storage element, the power supply network model is used to calculate the output power P _GEN of the power supply network, and the electric actuator energy feedback model is used to calculate the total power P _load absorbed by multiple electric actuators from the power supply network, so as to generate a control signal with P _S = P _GEN - P _load as the control target at any time.

上式中P₁表示航空发电机转轴上输入的机械功率，p_Ω为机械损耗功率，p_Fe为定子铁耗功率，P_e表示电磁功率，p_Cua为电枢铜耗功率，P₂为电枢端点输出功率，η_r为整流器的功率因数；Preferably, the power supply network model is:

In the above formula, _P1 represents the mechanical power input on the rotating shaft of the aircraft generator, _pΩ is the mechanical loss power, _pFe is the stator iron loss power, _Pe represents the electromagnetic power, _pCua is the armature copper loss power, _P2 is the armature terminal output power, and _ηr is the power factor of the rectifier;

上式中i表示n个电作动器中第i个电作动器，E_i表示第i个电作动器的用能或馈能，F_i为第i个电作动器的所受气动力，P_load-i表示第i个电作动器从供电网络吸收功率。The energy feedback model of the electric actuator is:

In the above formula, i represents the i-th electric actuator among n electric actuators, _Ei represents the energy used or energy fed by the i-th electric actuator, _Fi is the aerodynamic force exerted on the i-th electric actuator, and P _load-i represents the power absorbed by the i-th electric actuator from the power supply network.

In the above-mentioned aircraft electric actuator energy management system based on flight control information, preferably, the bidirectional energy control unit includes an energy storage element capacity management device BMS, the energy storage element capacity management device BMS is used to cooperate with the control and monitoring module to monitor the energy storage element status information, the control and monitoring module is used to select the optimal working SOC tolerance corresponding to the energy storage element in the current flight stage according to the aircraft flight control and navigation system information, and to determine whether to generate an alarm signal or a control signal for the bidirectional DC-DC converter according to the comparison result between the energy storage element status information of the energy storage element capacity management device BMS and the optimal working SOC tolerance;

The control and monitoring module includes an acquisition module and a feedback module connected to the avionics information bus. The avionics information bus interacts with the aircraft flight control system, navigation system, and flight management system. The acquisition module is used to collect aircraft flight control and navigation system information on the avionics information bus, and the feedback module is used to feed back energy management status information of the control and monitoring module to the avionics information bus.

An aircraft electric actuator energy management control method based on flight control information, based on the above-mentioned aircraft electric actuator energy management system based on flight control information, the method comprises:

The control and monitoring module collects information from the aircraft flight control and navigation systems, and calculates the energy consumption or energy feeding of the electric actuator at the next moment;

The control and monitoring module collects the busbar status information connected to the electric actuator, and the busbar voltage change at the next moment predicted by the electric actuator's energy consumption or energy feeding at the next moment, and calculates the busbar voltage at the next moment;

The control and monitoring module generates a control signal based on the bus voltage at the next moment with the bus voltage stabilization as the goal;

The bidirectional DC-DC converter controls the bidirectional energy flow between the energy storage element and the bus bar according to the control signal, and adjusts the bus bar voltage.

In the above-mentioned aircraft electric actuator energy management control method based on flight control information, preferably, the control and monitoring module collects aircraft flight control and navigation system information, selects the optimal working SOC tolerance corresponding to the energy storage element in the current flight phase according to the aircraft flight control and navigation system information, and monitors the energy storage element through the energy storage element capacity management device BMS and the control and monitoring module;

The control and monitoring module sets a voltage limit, and if the bus voltage does not exceed the voltage limit at the next moment, returns to the control and monitoring module to calculate the energy consumption or energy feeding of the electric actuator at the next moment; if the bus voltage exceeds the voltage limit at the next moment, the energy storage element SOC exceeds the limit judgment;

Energy storage element SOC over-limit judgment: If the SOC value of the energy storage element monitored by the energy storage element capacity management device BMS exceeds the optimal working SOC tolerance, the control and monitoring module will alarm the aircraft flight management system; if the SOC value of the energy storage element monitored by the energy storage element capacity management device BMS does not exceed the optimal working SOC tolerance, the control and monitoring module will generate a bidirectional energy regulation control signal for the bidirectional DC-DC converter.

Compared with the prior art, the present invention has the following beneficial effects:

The electric actuators in the same power supply network on multi-electric aircraft are uniformly energy managed. Based on the information of the aircraft flight control and navigation systems, the energy flow relationship between the electric actuators in the flight control actuation system and the power supply network can be managed. When the aircraft is performing large maneuvers or the load is repeatedly switched, the impact of the energy consumption changes of the electric actuators on the power supply network can be timely suppressed. This has the following advantages:

(1) Simple structure, light system weight, and easy to implement.

(2) Predictive control is performed using information from the aircraft's flight control and navigation systems, with fast system response and good energy management effects.

(3) Establish a bus voltage prediction model for predictive control, adopt a rolling optimization calculation and feedback correction strategy to reduce system response time, improve robustness and enhance anti-interference ability.

(4) The energy storage element capacity management device BMS cooperates with the control and monitoring module to monitor the energy storage elements, extending the service life of the energy storage elements while ensuring that the system can always work efficiently.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is an application structure diagram of Embodiment 1 of the present invention;

The double-dotted line in Figure 1 is the structure of Example 1, the solid arrows represent information flow, and the dotted arrows represent energy flow. The markings in Figure 1 are: ①-aircraft flight control and navigation system information, ②-energy management status information, ③-270V high-voltage DC bus status information, ④-energy storage element status information/energy storage element BMS control signal, ⑤-energy flow direction between the energy storage element and the 270V high-voltage DC bus, ⑥-energy flow direction between the 270V high-voltage DC bus and the electric actuator.

FIG2 is a structural diagram of Embodiment 1 of the present invention;

-储能元件SOC值，

-储能元件与270V高压直流汇流条间能量流动方向。The double-dotted line in Figure 2 is a bidirectional energy control unit structure. The solid arrows in Figure 2 represent information flow, and the dotted arrows represent energy flow. The markings in Figure 2 are: ⑥-aircraft flight control and navigation system information, ⑦-energy management status information, ⑧-270V high-voltage DC bus status information, ⑨-energy storage element status information/energy storage element BMS control signal, ⑩-bidirectional DC-DC control signal/bidirectional DC-DC working status feedback,

- Energy storage element SOC value,

-The direction of energy flow between the energy storage element and the 270V high-voltage DC busbar.

FIG3 is a control block diagram of Embodiment 1 of the present invention.

FIG4 is a flow chart of Embodiment 2 of the present invention.

FIG. 5 is a logic flow chart of a method for determining an optimal operating SOC tolerance according to a second embodiment of the present invention.

DETAILED DESCRIPTION

Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

When a more-electric aircraft is flying, the aircraft's flight control system, navigation system, and flight management system exchange information with the avionics information bus. The avionics information bus is connected to the actuation sensor, which senses the status information of the corresponding electric actuator and provides the information bus with status information of the electric actuator including position, internal pressure, and temperature, and corrects the flight control instructions. The aircraft's electric actuator power supply network supplies power to electrical loads including several electric actuators through a 270V high-voltage DC bus.

Embodiment 1:

FIG1-2 shows a preferred embodiment of the aircraft electric actuator energy management system based on flight control information. The aircraft electric actuator energy management system based on flight control information includes an energy storage system composed of a bidirectional energy control unit and an energy storage element. The energy storage system is on the main bus of the onboard power supply network. The bidirectional energy control unit includes a control and monitoring module and a bidirectional DC-DC converter.

The control and monitoring module is used to collect information about the aircraft flight control and navigation system and the status information of the 270V high-voltage DC busbar connected to the electric actuator, and based on the collected information, predict the voltage change of the 270V high-voltage DC busbar at the next moment, and generate a control signal with the goal of stabilizing the voltage of the 270V high-voltage DC busbar;

The bidirectional DC-DC converter is used to interact with the control and monitoring module and control the bidirectional energy flow between the energy storage element and the 270V high-voltage DC busbar.

The above-mentioned aircraft electric actuator energy management system based on flight control information, preferably, the control and monitoring module is provided with a bus voltage prediction model, the bus voltage prediction model includes an electric actuator energy feedback model, the electric actuator energy feedback model is used to solve the 270V high-voltage DC bus voltage prediction value at the next moment, the control and monitoring module is used to set the voltage limit, and generate a control signal based on the comparison between the 270V high-voltage DC bus voltage prediction value at the next moment and the set voltage limit, and the set voltage limit can be set according to international standards and military standards.

Preferably, the control and monitoring module is connected to the avionics information bus and is used to collect aircraft flight control and navigation system information on the avionics information bus.

目标舵面下一时刻的角度控制指令α_i(t+Δt)和从航电信息总线飞控率中采集第i个电作动器所在舵面的下一Δt时刻的气动力矩，所述电作动器连接的270V高压直流汇流条状态信息包括当前270V高压直流汇流条电压值U_dc(t)，所述电作动器用能馈能模型为：Preferably, the aircraft flight control and navigation system information includes the current aircraft altitude h(t), speed v(t), attitude angle θ(t), heading angle

The angle control instruction α _i (t+Δt) of the target control surface at the next moment and the aerodynamic torque of the control surface where the i-th electric actuator is located at the next moment Δt are collected from the flight control rate of the avionics information bus. The state information of the 270V high-voltage DC bus connected to the electric actuator includes the current 270V high-voltage DC bus voltage value U _dc (t). The energy feeding model of the electric actuator is:

In the above formula, x _i (t+Δt) represents the position command input of the i-th electric actuator at the next time Δt, and l is the length of the arm for converting linear motion into angular motion;

In the above formula, E _i (t+Δt) represents the energy used or fed energy of the i-th electric actuator within the next Δt moment, F _i (t+Δt) is the aerodynamic force calculated by the aerodynamic torque of the control surface where the i-th electric actuator is located at the next Δt moment, and the specific method of calculating the aerodynamic force by the aerodynamic torque is well known;

In the above formula, _Pi (t+Δt) represents the power of the i-th electric actuator at the next Δt moment. If the electric actuator uses energy, _Pi is a positive value, and if the electric actuator feeds energy, _Pi is a negative value.

为n个电作动器下一Δt时刻的用能或馈能功率总和，R为电路等效电阻，根据总功率

求解n个电作动器对供电网络的综合影响效果，体现在270V高压直流汇流条的电压波动ΔU(t+Δt)上；In the above formula, ΔU(t+Δt) represents the voltage fluctuation of the 270V high-voltage DC busbar.

is the total energy consumption or energy feeding power of n electric actuators at the next Δt moment, R is the equivalent resistance of the circuit, according to the total power

Solve the comprehensive impact of n electric actuators on the power supply network, which is reflected in the voltage fluctuation ΔU(t+Δt) of the 270V high-voltage DC busbar;

In the above formula, U _dc '(t+Δt) represents the predicted voltage value of the 270V high voltage DC busbar at the next time Δt.

As shown in FIG3 , preferably, in order to avoid a sharp change in the bus voltage, the control and monitoring module is used to set a reference trajectory so that the output U _dc (t) of the electric actuator energy management system can smoothly reach the set value U _dc ^* along the reference trajectory. The reference trajectory is:

In the above formula, U _dc ^* (t+j) represents the expected output voltage value of the 270V high-voltage DC busbar in the future p moments, α=exp(-T/t), T is the sampling period, t is the time constant of the reference trajectory, U _dc (t) represents the output voltage value of the aircraft electric actuator energy management system based on the flight control information obtained under the control signal S(t), and U _dc ^* is the reference trajectory voltage setting value.

Preferably, the control and monitoring module is used to correct the rolling optimization calculation online through the feedback of the reference trajectory and the busbar voltage prediction model, and output the minimum solution of the optimization objective function of the rolling optimization calculation;

上式中

表示基于飞控信息的飞机电作动器能量管理系统的输出电压值U_dc(t)与汇流条电压预测模型的270V高压直流汇流条电压预测值

之间的误差，

表示汇流条电压预测模型在270V高压直流汇流条未来p个时刻内的电压预测值；The formula for online correction is:

In the above formula

The output voltage value U _dc (t) of the aircraft electric actuator energy management system based on flight control information and the 270V high-voltage DC bus voltage prediction value of the bus voltage prediction model are shown in Figure 2.

The error between

represents the voltage prediction value of the bus voltage prediction model at the 270V high voltage DC bus in the future p moments;

The optimization objective function of the rolling optimization calculation is:

上式中p表示j预测域内存在p个采样点，

表示270V高压直流汇流条在未来p个时刻内的电压期望输出值U_dc ^*(t+j)与经过在线较正的270V高压直流汇流条电压值

之间的误差，w_e表示电压误差所占权重，

表示储能元件充放电电流基准值I^*(t+j)与储能元件充放电电流预测值

之间的误差，w_m表示电流误差所占权重。

In the above formula, p means that there are p sampling points in the j prediction domain.

Indicates the expected output voltage value U _dc ^* (t+j) of the 270V high-voltage DC busbar in the future p moments and the voltage value of the 270V high-voltage DC busbar after online correction

The error between , w _e represents the weight of voltage error,

Indicates the energy storage element charge and discharge current reference value I ^* (t+j) and the energy storage element charge and discharge current prediction value

The error between , w _m represents the weight of the current error.

Preferably, the bus voltage prediction model includes an energy storage system model and a power supply network model, the energy storage system model is used to calculate the discharge power P _S of the energy storage element, the power supply network model is used to calculate the output power P _GEN of the power supply network, and the electric actuator energy feedback model is used to calculate the total power P _load absorbed by multiple electric actuators from the power supply network, so as to generate a control signal with P _S = P _GEN - P _load as the control target at any time.

上式中P₁表示航空发电机转轴上输入的机械功率，p_Ω为机械损耗功率，p_Fe为定子铁耗功率，P_e表示电磁功率，p_Cua为电枢铜耗功率，P₂为电枢端点输出功率，η_r为整流器的功率因数，整流器出口端滤波电容容值仅参考供电系统输出电压设计，供电网络模型基于270V高压直流汇流条状态信息p_Ω、p_Fe、P_e、p_Cua、η_r计算P_GEN；Preferably, the power supply network model is:

In the above formula, _P1 represents the mechanical power input to the rotating shaft of the aircraft generator, _pΩ is the mechanical loss power, _pFe is the stator iron loss power, _Pe represents the electromagnetic power, _pCua is the armature copper loss power, _P2 is the armature terminal output power, _ηr is the power factor of the rectifier, the capacitance of the filter capacitor at the rectifier outlet is only designed with reference to the output voltage of the power supply system, and the power supply network model calculates _PGEN based on the 270V high-voltage DC busbar state information _pΩ , _pFe , _Pe , _pCua , _ηr ;

上式中i表示n个电作动器中第i个电作动器，E_i表示飞机飞控、导航系统信息计算的第i个电作动器的用能或馈能，F_i为第i个电作动器的所受气动力，P_load-i表示第i个电作动器从供电网络吸收功率，若电作动器馈能，则P_load-i为负值。The energy feedback model of the electric actuator is:

In the above formula, i represents the i-th electric actuator among n electric actuators, _Ei represents the energy consumption or energy feed of the i-th electric actuator for aircraft flight control and navigation system information calculation, _Fi is the aerodynamic force exerted on the i-th electric actuator, and P _load-i represents the power absorbed by the i-th electric actuator from the power supply network. If the electric actuator feeds energy, P _load-i is a negative value.

In the above-mentioned aircraft electric actuator energy management system based on flight control information, preferably, the bidirectional energy control unit includes an energy storage element capacity management device BMS, the energy storage element capacity management device BMS interacts with the energy storage element, the energy storage element capacity management device BMS sends an energy storage element BMS control signal to the energy storage element, controls the size of the energy storage element charging and discharging current, balances the internal voltage, prevents overcharging and overdischarging, and extends the service life, the energy storage element feeds back energy storage element status information to the energy storage element capacity management device BMS, which is used to cooperate with the control and monitoring module to monitor the energy storage element status information, the control and monitoring module is used to select the optimal working SOC tolerance corresponding to the energy storage element in the current flight stage according to the aircraft flight control and navigation system information, and judges the generation of an alarm signal or a control signal for the bidirectional DC-DC converter according to the comparison result of the energy storage element status information of the energy storage element capacity management device BMS and the optimal working SOC tolerance.

Preferably, the control and monitoring module includes an acquisition module and a feedback module connected to the avionics information bus. The avionics information bus interacts with the aircraft flight control system, navigation system, and flight management system. The acquisition module is used to acquire the aircraft flight control and navigation system information on the avionics information bus, and the feedback module is used to feed back the energy management status information of the control and monitoring module to the avionics information bus. The acquisition module and feedback module of the control and monitoring module interact with the aircraft flight control system and navigation system through the avionics information bus, and the feedback module alerts the flight management system through the avionics information bus so that the aircraft flight management system can controllably manage the capacity of the energy storage element to keep the energy storage element within the optimal working SOC tolerance.

Preferably, the energy storage element includes but is not limited to a supercapacitor, a battery, or multiple types.

Preferably, the energy storage element status information includes but is not limited to voltage, current, temperature, and charge information.

Embodiment 2:

FIG4 shows a preferred implementation of an aircraft electric actuator energy management control method based on flight control information. The aircraft electric actuator energy management system based on flight control information of the above-mentioned embodiment 1 has the following steps:

S1: The acquisition module of the control and monitoring module collects the aircraft flight control and navigation system information on the avionics information bus, and calculates the energy consumption or energy feedback E _i (t+Δt) of the electric actuator at the next moment based on the electric actuator energy consumption and energy feedback model of the bus voltage prediction model;

The control and monitoring module selects the optimal working SOC tolerance corresponding to the energy storage element in the current flight phase according to the information of the aircraft flight control and navigation system, and monitors the energy storage element through the energy storage element capacity management device BMS and the control and monitoring module. The feedback module feeds back the energy management status information of the control and monitoring module to the avionics information bus. Referring to FIG5, the steps for determining the optimal working SOC tolerance are as follows:

S101: Before the electric actuator energy management system of the aircraft flight control actuator starts working, the optimal working SOC tolerance corresponding to the energy storage element is calculated offline in advance in each flight phase of the aircraft including take-off, climb, cruise, maneuver, descent and landing, taking the super capacitor as the energy storage element as an example, according to the typical mission profile of the aircraft flight, the load characteristics of the electric actuator and the maximum capacity of the energy storage element;

The aircraft design parameters include the flight altitude h(t), speed v(t), load spectrum applied by the control surfaces where each electric actuator is located, etc. at each flight stage. _Xi represents the position command input of the electric actuator, and _Fi represents the aerodynamic force on the electric actuator.

The offline calculation method for the optimal operating SOC margin is:

In the above formula, E _in-max represents the peak energy consumption of the electric actuator in this flight phase, E _out-max represents the peak energy feeding of the electric actuator in this flight phase, t ₁ represents the peak energy consumption moment, and t ₂ represents the peak energy feeding moment; W _di represents the SOC value at the peak energy consumption moment and the SOC value at the peak energy feeding moment, and SOC represents the minimum SOC value and the maximum SOC value of the energy storage element in this flight phase. The optimal working SOC tolerance that needs to be selected in this flight phase includes the minimum SOC value and the maximum SOC value.

S102: After the electric actuator energy management system of the aircraft flight control actuator starts working, it directly obtains the current flight phase of the aircraft from the avionics information bus. The flight phase includes take-off, climb, cruise, maneuver, descent, and landing. The optimal working SOC tolerance corresponding to the energy storage element in the current flight phase is selected as the current SOC tolerance of the energy storage element.

S2: The control and monitoring module collects the state information U _dc (t) of the 270V high-voltage DC busbar connected to the electric actuator based on the energy consumption and energy feeding model of the busbar voltage prediction model and the 270V high-voltage DC busbar voltage change ΔU(t+Δt) at the next moment predicted by the energy consumption or energy feeding E _i (t+Δt) of the electric actuator at the next moment in step S1, i.e., the impact effect, and calculates the 270V high-voltage DC busbar voltage U _dc '(t+Δt) at the next moment;

S3: the control and monitoring module generates a control signal based on the 270V high-voltage DC bus voltage U _dc '(t+Δt) at the next moment in step S2 and with the goal of stabilizing the 270V high-voltage DC bus voltage;

Specifically, the steps include:

S301: The control and monitoring module sets the voltage limit;

If the current 270V high-voltage DC bus voltage U _dc (t) does not exceed the voltage limit, then return to step S1; if the current 270V high-voltage DC bus voltage U _dc (t) exceeds the voltage limit, then perform an energy storage element SOC over-limit judgment;

It is only necessary to judge once at the current moment, and then if the 270V high-voltage DC bus voltage U _dc '(t+Δt) at the next Δt moment in step S2U _dc (t) does not exceed the voltage limit, then return to step S1; if the 270V high-voltage DC bus voltage U _dc '(t+Δt) at the next Δt moment in step S2U _dc (t) exceeds the voltage limit, then directly judge whether the current energy storage element SOC exceeds the limit;

S302: Current energy storage element SOC over-limit judgment:

If the SOC value of the energy storage element monitored by the energy storage element capacity management device BMS exceeds the optimal working SOC tolerance in step S1, the feedback module of the control and monitoring module will alert the aircraft flight management system through the avionics information bus;

If the SOC value of the energy storage element monitored by the energy storage element capacity management device BMS does not exceed the optimal working SOC tolerance in step S1, the bidirectional energy regulation condition is met, and the control and monitoring module determines and generates a bidirectional energy regulation control signal for the bidirectional DC-DC converter;

S303: The steps of generating a bidirectional energy regulation control signal are as follows:

S3031: The control and monitoring module sets a reference trajectory, inputs the control signal S(t) at the first moment in a set of control signals of the control and monitoring module into the bidirectional DC-DC converter, and obtains the output voltage value of the aircraft electric actuator energy management system based on the flight control information. At the same time, S(t) is input into the _bus voltage prediction model, and the time domain moves forward by one sampling moment to predict the expected output voltage value U _dc ^* (t+j) of the 270V high-voltage DC bus in the future p moments.

与实际基于飞控信息的飞机电作动器能量管理系统的输出电压值U_dc(t)进行比较，获得模型预测误差，再用模型预测误差来在线校正汇流条电压预测模型在270V 高压直流汇流条未来p个时刻内的电压预测值

获得校正后的汇流条电压预测值

作为系统反馈信号；Due to the disturbance in the actual process, the 270V high-voltage DC bus voltage prediction value of the bus voltage prediction model is

The model prediction error is obtained by comparing the actual output voltage value U _dc (t) of the aircraft electric actuator energy management system based on flight control information. The model prediction error is then used to online correct the voltage prediction value of the bus voltage prediction model at the 270V high-voltage DC bus in the future p moments.

Get the corrected bus voltage prediction value

As a system feedback signal;

滚动优化计算，进行多轮迭代、输出滚动优化计算的优化目标函数最小解，获得一组既满足汇流条电压和储能元件电流值约束条件，又能够使目标函数最小的m个时刻(m<p)的双向DC-DC变换器开关管通断控制信号；S3032: The expected voltage output value U _dc ^* (t+j) of the 270V high-voltage DC busbar of the reference trajectory in step S3031 in the future p moments and the feedback of the busbar voltage prediction model

Rolling optimization calculation, performing multiple rounds of iterations, outputting the minimum solution of the optimization objective function of the rolling optimization calculation, and obtaining a set of bidirectional DC-DC converter switch on-off control signals at m moments (m<p) that both meet the constraints of bus voltage and energy storage element current value and minimize the objective function;

S3033: The busbar voltage prediction model includes three parts: energy supply, energy use, and energy replenishment. Therefore, the energy storage system model is used to calculate the energy storage element discharge power P _S of the energy storage system. Taking supercapacitors as energy storage elements as an example, the energy storage system model is:

上式中Δt为采样时间，W为在Δt时间内储能元件释放的能量，C为超级电容的电容，i_sc为超级电容充放电电流值，U_sc为超级电容充放电电压值，i_sc为超级电容充放电电流值，若储能系统吸收电作动器馈能，则P_S值为负；

In the above formula, Δt is the sampling time, W is the energy released by the energy storage element within Δt, C is the capacitance of the supercapacitor, i _sc is the supercapacitor charging and discharging current value, U _sc is the supercapacitor charging and discharging voltage value, i _sc is the supercapacitor charging and discharging current value. If the energy storage system absorbs the energy feedback of the electric actuator, the P _S value is negative;

The output power P _GEN of the power supply network is calculated by the power supply network model, and the sum of the power absorbed by multiple electric actuators from the power supply network P _load is calculated by the electric actuator energy feeding model. If multiple electric actuators comprehensively reflect the feeding characteristics, the value of P _load is negative, and a control signal is generated with P _S = P _GEN - P _load as the control target at any time;

S4: According to the control signal of step S3, the internal thyristor of the bidirectional DC-DC converter is turned on and off, and the direction and size of the bidirectional energy flow between the energy storage element and the 270V high-voltage DC bus are controlled, and the 270V high-voltage DC bus voltage is quickly adjusted and stabilized. Then, the process returns to step S1, and the energy storage element is used to controllably supplement and absorb the energy used and fed back of the electric actuator, so as to achieve the purpose of unified management of the energy flow relationship between the electric actuator and the power supply network in the same power supply network, and suppress the impact of the energy consumption change of the electric actuator on the power supply network.

In summary, the above-mentioned aircraft electric actuator energy management system and control method based on flight control information performs unified energy management on the electric actuators in the same power supply network on multi-electric aircraft, manages the energy flow relationship between the electric actuators in the flight control actuation system and the power supply network based on the information of the flight control and navigation systems, and suppresses the impact of the energy consumption changes of the electric actuators on the power supply network, which has the following advantages:

(1) The bidirectional energy control unit consists of a control and monitoring module, a bidirectional DC-DC converter, and an energy storage element capacity management device BMS. It has a simple structure and can be installed on the main bus of the onboard power supply network to suppress the impact of multiple electric actuators on the power supply network. The system is light in weight and easy to implement.

(2) The control and monitoring module interacts with the aircraft flight control system and navigation system through the avionics information bus, and uses the information from the aircraft flight control and navigation systems for predictive control. The system has a fast response speed and good energy management effect. It can timely suppress the impact of energy consumption changes of electric actuators on the power supply network when the aircraft is performing large maneuvers or the load is repeatedly switched.

(3) A bus voltage prediction model predictive control is established, and a rolling optimization calculation and feedback correction strategy is adopted to overcome the interference caused by modeling errors and other environmental factors such as power fluctuations generated at the moment when the internal switch tube of the bidirectional DC-DC converter is turned on, thereby reducing the system response time, improving the system robustness, and strengthening the anti-interference ability.

(4) The energy storage element capacity management device BMS is used in conjunction with the control and monitoring module to monitor the energy storage element to form an energy management system, balance the internal voltage, prevent overcharging and over-discharging, and extend the service life. At the same time, the energy storage element is within the optimal working SOC tolerance. When the optimal working SOC tolerance is exceeded, an alarm is issued to the flight control system, so that the electric actuator energy management system of the flight control actuator in the present invention can always work efficiently.

It should be understood that although this specification is described according to various embodiments, not every embodiment contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

The series of detailed descriptions listed above are only specific descriptions of feasible embodiments of the present invention. They are not intended to limit the scope of protection of the present invention. All equivalent embodiments or changes that do not deviate from the technical spirit of the present invention should be included in the scope of protection of the present invention.

Claims (9)

1. The airplane electric actuator energy management system based on flight control information is characterized by comprising a bidirectional energy control unit and an energy storage element, wherein the bidirectional energy control unit comprises a control and monitoring module and a bidirectional DC-DC converter;

the control and monitoring module is used for collecting the information of the flight control and navigation system of the airplane and the state information of the bus bar connected with the electric actuator, predicting the voltage of the bus bar at the next moment based on the collected information and generating a control signal by taking the voltage stabilization of the bus bar as a target;

the bidirectional DC-DC converter is interactive with the control and monitoring module and is used for controlling bidirectional energy flow between the energy storage element and the bus bar;

the bus bar voltage prediction model comprises an energy feedback model for the electric actuator, the energy feedback model for the electric actuator is used for resolving a bus bar voltage predicted value at the next moment, the control and monitoring module is used for setting a voltage limit value, and a control signal is generated according to the comparison between the bus bar voltage predicted value at the next moment and the set voltage limit value.

2. The system of claim 1, wherein the aircraft flight control and navigation system information includes current aircraft altitude h (t), velocity v (t), attitude angle θ (t), and heading angle

Angle control instruction alpha of target control surface at next moment _i The control method comprises the steps of (t + delta t) and aerodynamic moment of the control surface where the ith electric actuator is located at the next delta t moment, and bus bar state information connected with the electric actuators comprises the current bus bar voltage value U _dc (t), the energy feedback model for the electric actuator is as follows:

in the above formula x _i (t + Δ t) represents the position instruction input at the next Δ t moment of the ith electric actuator, and l is the conversion arm length of linear motion and angular motion;

in the above formula E _i (t + Δ t) represents the energy use or energy feed for the ith electric actuator at the next Δ t moment, F _i (t + delta t) is the aerodynamic force received by the aerodynamic moment calculation at the next delta t moment of the control surface where the ith electric actuator is located;

in the above formula P _i (t + Δ t) represents the power of the ith electric actuator at the next Δ t moment;

in the above equation,. DELTA.U (t +. DELTA.t) represents the voltage fluctuation of the bus bar,

the sum of the energy consumption or energy feedback power at the next delta t moment of the n electric actuators is shown, and R is the equivalent resistance of the circuit;

in the above formula U _dc ' (t + Δ t) denotes a voltage predicted value at the next Δ t of the bus bar.

3. The flight control information-based aircraft electric actuator energy management system of claim 1, wherein the control and monitoring module is configured to set a reference trajectory, the reference trajectory being:

in the above formula U _dc ^* (T + j) represents the expected output value of the voltage of the bus bar in p future moments, α = exp (-T/τ), T is the sampling period, τ is the time constant of the reference track, U _dc (t) represents the output voltage value, U, of the energy management system of the electric actuator of the aircraft based on flight control information obtained under the control signal S (t) _dc ^* Is the reference rail voltage setpoint.

4. The flight control information-based aircraft electric actuator energy management system according to claim 3, wherein the control and monitoring module is configured to correct the rolling optimization calculation on line and output a minimum solution of an optimization objective function of the rolling optimization calculation through feedback of the reference trajectory and the bus bar voltage prediction model;

the formula for online correction is:

in the above formula

Representing the output voltage value U of an aircraft electric actuator energy management system based on flight control information _dc (t) bus bar voltage prediction value from bus bar voltage prediction model

The error between the two-dimensional data of the two-dimensional data,

representing the voltage predicted value of the bus bar voltage prediction model in p future moments of the bus bar;

the optimization objective function of the rolling optimization calculation is as follows:

where p denotes the presence of p sample points in the prediction domain of j,

indicating the expected output value U of the voltage of the bus bar in p future moments _dc ^* (t + j) and the value of the bus voltage corrected on-line

Error between w _e Indicating the weight that the voltage error has taken up,

representing the charge-discharge current reference value I of the energy storage element ^* (t + j) and predicted value of charging and discharging current of energy storage element

Error between w _m Representing the weight taken up by the current error.

5. The flight control information-based aircraft electric actuator energy management system of claim 1, wherein the bus bar voltage prediction model comprises an energy storage system model and a power supply network model, the energy storage system model being used to solve an energy storage element discharge power P _S The power supply network model is used for calculating the output power P of the power supply network _GEN The electric actuator uses an energy feedback model for solving the sum P of the power absorbed by the plurality of electric actuators from the power supply network _load To be at an arbitrary time P _S ＝P _GEN -P _load A control signal is generated for the control target.

6. The flight control information-based aircraft electric actuator energy management system of claim 5, wherein the power supply network model is:

in the above formula P ₁ Representing mechanical power, p, input at the axis of rotation of an aircraft generator _Ω In order to mechanically dissipate the power,

for stator iron losses, P _e Representing electromagnetic power, p _Cua For armature copper power consumption, P ₂ For armature end point output power, η _r Is the power factor of the rectifier;

the energy feedback model for the electric actuator is as follows:

wherein i represents the ith electric actuator of the n electric actuators, E _i Indicating the energy use or feed-through of the i-th electric actuator, F _i Is the aerodynamic force, P, experienced by the ith electric actuator _load-i Indicating that the ith electric actuator is drawing power from the supply network.

7. The energy management system for the electric actuator of the airplane based on the flight control information as claimed in claim 1, wherein the bidirectional energy control unit comprises an energy storage element capacity management device BMS, the energy storage element capacity management device BMS is used for cooperating with a control and monitoring module to monitor the state information of the energy storage element, the control and monitoring module is used for selecting an optimal working SOC tolerance corresponding to the energy storage element in the current flight stage according to the information of the flight control and navigation system of the airplane, and judging to generate an alarm signal or a control signal for the bidirectional DC-DC converter according to the comparison result of the state information of the energy storage element capacity management device BMS and the optimal working SOC tolerance;

the control and monitoring module comprises an acquisition module and a feedback module which are connected with the avionic information bus, the avionic information bus is in information interaction with the airplane flight control system, the navigation system and the flight management system, the acquisition module is used for acquiring information of the airplane flight control system and the navigation system on the avionic information bus, the feedback module is used for feeding back energy management state information of the control and monitoring module to the avionic information bus, and the flight management system is used for performing controllable management on the capacity of the energy storage element.

8. The flight control information-based energy management control method for the aircraft electric actuator is characterized in that the flight control information-based energy management system for the aircraft electric actuator is based on any one of claims 1 to 7, and the method comprises the following steps:

the control and monitoring module collects the information of the airplane flight control and navigation system and calculates the energy consumption or energy feedback of the electric actuator at the next moment;

the control and monitoring module is used for acquiring the state information of the bus bar connected with the electric actuator, and calculating the voltage of the bus bar at the next moment according to the voltage change of the bus bar at the next moment predicted by energy consumption or energy feedback at the next moment of the electric actuator;

the control and monitoring module generates a control signal by taking the bus bar voltage as a target according to the bus bar voltage at the next moment;

the bidirectional DC-DC converter controls bidirectional energy flow between the energy storage element and the bus bar according to the control signal, and adjusts the voltage of the bus bar.

9. The method for managing and controlling the energy of the electric actuator of the airplane based on the flight control information as claimed in claim 8, wherein the control and monitoring module collects the information of the flight control and navigation system of the airplane, selects the optimal working SOC tolerance corresponding to the energy storage element in the current flight stage according to the information of the flight control and navigation system of the airplane, and monitors the energy storage element through the cooperation of an energy storage element capacity management device BMS and the control and monitoring module;

the control and monitoring module sets a voltage limit value, and if the voltage of the bus bar at the next moment does not exceed the voltage limit value, the control and monitoring module returns to calculate the energy consumption or energy feedback of the electric actuator at the next moment; if the bus bar voltage at the next moment exceeds the voltage limit value, judging the SOC of the energy storage element to be out of limit;

and (4) judging the SOC overrun of the energy storage element: if the SOC value of the energy storage element monitored by the BMS exceeds the optimal working SOC tolerance, the control and monitoring module alarms the airplane flying pipe system; and if the SOC value of the energy storage element monitored by the BMS does not exceed the optimal working SOC tolerance, generating a bidirectional energy regulation control signal of the bidirectional DC-DC converter by the control and monitoring module.

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